DE473786C - Device for closing routes and switches - Google Patents

Description

GERMAN EMPIRE

ISSUE ALH MARCH 21, 1929

REICH PATENT OFFICE

PATENT LETTERING

CLASS 2Oi GROUP

Siemens & Halske Akt-Ges. in Berlin-Siemensstadt *)

Device for locking routes and switches

Patented in the German Empire on May 1, 1927

For the closure of routes and switches, one usually uses a pure one mechanical and an electrical lock. In the case of an electric lock mechanical locking devices electrically controlled. Both closures are opened by flipping the route or route signal lever causes, in such a way that the purely mechanical lock during the The lever is thrown and only after the lever has been completely thrown the electric switch Closure comes about. The electric lock can also be activated by the train itself be effected. For the subsequent dissolution of the route closure it is in the generally required that all switches on the route are used by the train and left again. In many cases, especially at large train stations and

In addition to strong operations, it is now annoying that until the once completely free set route must be waited before the start switch of the same route can be used for a second trip to another track. It is also useful when pointing to a stop Maneuver the signal over the turnouts and therefore switch the turnouts at any time can.

It has already been suggested that the trains already be moved Switches, even before this has the whole route behind it, thereby enabling that the mechanical route lock is completely dispensed with and only an electrical lock for the points undertakes, with the train when driving over each switch by pressing down a contact unlocks this switch. Here, however, the task of the mechanical route closure means that the Eliminated the main foundation of the railway security system for safety reasons requires an electrical and a mechanical lock. Also was here for the release of the first turnout in the route, only driving on the contact necessary by the train. On the other hand, it was not checked whether the remaining ones in the set route, from Turnouts that have not yet been used are electrically locked.

According to the invention, one can now achieve greater operational flexibility and simplification of the route closure while maintaining the mechanical and electrical Achieve closure by driving on and the subsequent release of the first lying in the driveway Turnout section, the mechanical route closure is canceled, z. B. by means of the

*) The patent seeker stated as the inventor:

Dr.-Ing. Hermann Arndt in Berlin,

section belonging relay, but the resolution of the route apart from driving on of the first turnout is made electrically dependent on the other in of the set route are electrically locked. This can one according to the invention z. B. achieve that in the over the driveway blocking magnet A contact ίο is arranged in the leading electrical circuit, which can be pulled off and tightened again of the relay belonging to the first switch section is closed, and that in the circuit of the route blocking magnet furthermore, contacts are arranged which, through the locking devices of the route lying in the set route, Turnouts that have not yet been used are closed when they are locked.

In the figures, the subject of the invention is explained in more detail using an example. Fig. 1 shows the floor plan of a train station system with several routes, with the magnetic switches associated with the individual switch sections being indicated. Fig. 2 shows the circuit diagram of the circuit provided for the resolution of the route to track I or II. Fig. 3 shows the locking devices of the turnouts belonging to the route to track I and the circuit diagram of the associated circuits and relays. The switches are designated with W ₁ , W ₂ , W ₃ and W ₄ , the associated relays with R ₁ , R ₂ , R ₃ , R ₄₁ . These relays are provided on the isolated switch sections, are short-circuited by the train in a known manner and released again after leaving the isolated section. In order for driving and re-release of the switch portion of the switch W ₁ already again a change of the switch for a second trip, for. B. to track III or IV to be able to make, according to the invention, the device is made so that the driving-road resolution causing the locking magnet F receives a contact X ₁ current, which is only closed when the first switch relay R _{1 drops and re-energizes} will. Now the relay R ₁ comes to fall and re-tightening of its armature, even when the signal shows stop and shunting, and the contact K ₁ is closed in the process; However, since the route is not closed when the signal indicates a stop, actuation of the route blocking magnet F and, accordingly, also the closing of contact K _{1 are of} no significance.

In order to prevent the cancellation of the mechanical route closure from switching over the other points in the set route and not yet traveled on, according to the invention there are also contacts K in the circuit L leading via the route blocking magnet F ₃ and K ₄ , which are controlled by the locking devices O ₃ and O _{4 of} the switches W ₃ and W ₄₁ and are only closed in the closed position of the switches W ₃ and PF ₄ . The locking devices are controlled by relays Z ₃ and Z ₄ , the armature of which releases the lock in the attracted state, but brings it about in the disengaged state. The relays Z ₂ , Z ₈ and 'Z ₄ receive on the one hand power via contacts K _s , K _a and K ₇ , and on the other hand via contacts K _s , K _s and K ₁₀ . K ₃ is a contact on the signal for tracks III and IV, K _B on the signal for tracks I, II and V, K _{7 is} a contact on the signal for tracks I and II, these are contacts as in the drawing shown, closed when the signal shows stop. K _B is a contact on relay R ₁ , K ₉ on relay R _s , K ₁₀ on relay R ₁ . So that the switches W ₃ and W _{4 are} now locked by the locking devices O ₃ and O ₄ , the relays Z ₃ and Z ₄ must drop out. The circuit leading to these relays is interrupted when the relays R ₁ , R _s or R ₄ drop out, since in this case the contacts K _s , K ₉ or K _{10 are} opened. However, when the signal shows a stop, i.e. when only shunting trips are carried out, the contacts K ₆ and K _{7 are} still closed and the relays continue to receive power, so the points are not electrically locked. Contacts K ₀ and K _{7 are} only interrupted when the signal is set to drive, and when relays R ₁ , R ₃ or /? _{4 come} to fall off, the relays Z ₃ and Z _{4 are} de-energized and cause the points W ₅ and W ₄ to close by falling off their armature. By closing the contact K ₁ and the contacts K ₃ and K ₄ on the locking devices of the switches PF ₃ and PF ₄ , the circuit leading to the route blocking magnet F is then closed and route resolution is enabled.

Claims (4)

Patent claims: i. Device for locking routes and switches, the switches belonging to a certain route being mechanically and electrically closed, characterized in that the lock (F) for the mechanical one is lifted by driving on and subsequently releasing the first switch section located in the route Route closure follows, ζ. B. means of the. To the soft portion corresponding relays (R _1), but that the release of the route blocking magnet (F) out of the driving and the clearance (W ₁₎ is not made dependent on the first crossover that the other in the set _{"Turnouts" (W 3} , W ₄ ) lying on the route, not yet used, are electrically locked. 2. Device according to claim i, characterized in that a contact (K ₁ ) is arranged in the circuit (L ) leading over the route blocking magnet (F), which contact (K 1) is closed by dropping and re-tightening the relay (R ₁ ) belonging to the first switch section , and that in the circuit (L) of the route blocking magnet (F) there are also contacts (K ₃ , _{Jf 4} ) which are _{activated by the locking devices (O 3} , O ₄ ) of the switches ( not yet used) in the set route. W ₃ , W ₄ ) are closed in their closed position. 3. Device according to claim 1 or 2, characterized in that the relay (R ₁ ) belonging to the first switch section causes the closure of the other switches (W ₃ and W ₄ ) still in the set route by the falling of its armature. 4. Device according to claim 3, characterized in that the electrical closure of the switches (z. B. W ₄ ) or the actuation of the closure causing relay (Z ₄ ) is effected via two parallel circuits, one of which is via one Contact (K ₇ ) leads to the signal (S I / II) belonging to the route in question and a self-closing contact to the armature of the relay (Z ₄ ) and the signal (S I / II) is interrupted when the vehicle is moving, while the second circuit is via A contact (K ₁₀ ) leads to the armature of the relevant switch relay (R ±) and is closed when the switch section is free, i.e. when the anchor is pulled, and is interrupted when the anchor has dropped. 1 sheet of drawings